THE AUSTIN "GREYHOUND." - This machine is designed to carry three guns, camera, wireless, oxygen apparatus, etc. It is a two-seater, and is fitted with a 320 h.p. A.B.C. "Dragonfly" engine. The weight empty is 2,050 lbs. and fully loaded 3,090 lbs. The speed at 10,000 ft. is estimated at 130 m.p.h., and the climb to 10,000 ft. at 11 mins. The landing speed is about 45 m.p.h.

A GROUP OF AVRO BOMBERS. - The machine farthest from the camera is the Avro "Pike" with two 160 h.p. Sunbeam engines. The machine in the centre is a sister 'plane to the "Pike" but is fitted with two 150 h.p. Green engines. The machine on the right is the type 529, with two 190 h.p. Rolls-Royce engines.

THE AVRO TYPE 530. - This is a two-seater fighter, fitted with a 200 h.p. Sunbeam Arab engine. It was originally designed for a 300 h.p. Hispano, which could not. however, be obtained at the time of testing the machine.

This BAT FK 23 Bantam, serial no F 1655, the third of nine production aircraft completed, proclaims its British Aerial Transport parentage in bold white lettering down its fuselage in place of the normal roundel, indicating that this photograph dates from after the war and that this was one of the machines sold as war surplus in 1919. The history of the Bantam is convoluted and starts in mid-1917 when Frederick Koolhoven left Armstrong Whitworth to join the newly formed Willesden-based BAT, taking his tell-tale FK design numbers with him. At BAT Koolhoven's first task centred on designing a company-funded single seat fighter venture, designated FK 22. First flown in the early autumn of 1917 this machine gained Air Board interest and a contract for six examples followed. Originally planned to use a 120hp ABC Mosquito radial, one of the four FK 22s known to have been built and flown during 1918 used a 100 hp Gnome Monosoupape, subsequently replaced by a 110hp Le Rhone 9J rotary. To compound matters, virtually all of the FK 22s varied in airframe detail, but out of this melee emerged the 170hp ABC Wasp powered example in the spring of 1918, the change being considered great enough to warrant the new designation of FK 23 Bantam. Others of the original FK 22 were re-engined with the Wasp, but all of these machines were criticised for the ease with which they would enter a vicious, flat or autorotative spin. To cure this problem, the later nine so-called production aircraft incorporated a modified set of increased span wings and tail unit. The later FK 23s that initially appeared in October 1918 had the by now standard twin Vickers guns, along with a top level speed of 128mph at 6,500 feet, falling to 118mph at 18,000 feet. Time to reach 10.000 feet took 9 minutes. Time, however, was about to run out on the Bantam with the coming of the Armistice.

"The Bat," designed by Mr. Frederick Koolhoven, and tested by Mr. Peter Legh, climbing 20,000 ft. in 21 min. When aerial police get going, the "Bat" will, no doubt, be a scout which aerial lawbreakers will have to reckon with.

Finish of the cross-country handicap at Hendon Aerodrome on Whit-Monday by Mr. C. Turner in a single-seater B.A.T. Bantam. Crossing the line at the enclosures at over 120 m.p.h. Inset, the judge, Mr. J. E. Withers, presenting the winner's cup of the Anglo-American Oil Co. to Mr. C. Turner

THE B.A.T. BANTAM. - The landing wires of the inner bay are attached to the lugs on the side of the fuselage, from which point steel straps run to the top of the bulkhead, connecting the external landing wires to the top spar attachment. Inset is indicated the manner of attaching the top spars to the top of the bulkhead

THE B.A.T. BANTAM. - On the left a sketch of the empennage, and on the right the opening in the top plane through which the pilot enters the machine. The straps of the safety belt are shown flung back in readiness for strapping over the pilot's shoulders

OVER THE ANDES. - On April 4 Lieut. Cortinez crossed the Andes from Santiago (Chile) to Mendoza (Argentine) and back, attaining a height of nearly 20,000 ft. The machine he used was one of the "Bristol" monoplanes presented by this country to the Chilian Government

"STILL GOING STRONG": The short life of an aeroplane is a weapon much beloved by those who refuse to believe in the possibilities of commercial aviation. As a matter of fact, with reasonable care, the life of a well-built machine is much longer than is generally thought. By way of an example, we publish above a photograph of a Bristol Fighter which has been in continuous commission on the fighting front and in Holland for over two years without, we are assured, the expenditure of a single penny on renewals or repairs. Recently this machine paid a visit to this country, piloted by the famous Dutch pilot, Versteegh, who was accompanied by another Dutch officer. While in this country the machine paid several flying visits to places in various parts of the country, including its old home and birthplace at Filton, Bristol.

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

A couple of the aeroplane-building departments of Wolseley Motors, Ltd., illustration of which has hitherto been restricted under Dora. One of these shows an erecting shop with a batch of S.E. 5's in course of construction, whilst in the other the S.E. 5's are being fitted with Wolseley "Viper" engines. It hardly needs emphasising that the Wolseley company supplied a very large number of these machines during the War, and the work of these little single-seater fighting planes, fitted with a Vickers gun in the fuselage and a Lewis gun in the top plane, was very remarkable, and had an appreciable effect upon the final collapse of the enemy.

A corner of a batch of machines, chiefly S.E.5's, for disposal at Hendon. These are a varying quantity, the numbers being added to each day, whilst those disposed of balance more or less the new-comers.

During the week-end the Prince of Wales again indulged his leaning towards aviation by taking a flight in a Sopwith machine from Hounslow, with, as pilot, Major Barker, V.C., D.S.O., etc., who, it will be remembered, has lost one arm as a result of his wonderful War work. Upon this occasion many "stunts" were executed much to the liking of the Prince. In our photograph the Prince is seen getting into the Sopwith machine.

Squadron Commander Dunning lands his Sopwith Pup aboard HMS Furious on 2 August 1917. This was the first carrier landing ever made by an aeroplane. The picture (wherein a light cruiser is crossing the bows distantly) shows the Lewis gun and rope-toggle hand-holds. AT THE WAR IN THE AIR EXHIBITION: A difficult feat - pilot's bad luck. - The first aeroplane to land on a warship's deck while the vessel is steaming at full speed. - The airman travels at the same speed as the vessel and in the same direction, and manoeuvres so as to drop on a given position. When held by the landing party he stops his engine. This pilot made two successful landings, but was drowned at the third attempt. Great praise is due to the men who volunteered to undertake this dangerous pioneer work, as they knowingly carried their lives in their hands.

The Fokker Stand: On the left may be seen the port wing of a parasol monoplane, while in the centre is a sporting two-seater, shown with the port wings folded for transport. In the background, on the right, is a Fokker two-seater biplane, similar to the German Fokker type D.VII.

THE RAILWAY HOLD-UP AND MAILS BY AEROPLANE: Post Office officials and the despatch and receipt of mails at Hounslow. 2. The above Kangaroo from Grahame-White brought in mails from Leeds. Another Kangaroo of the North Sea Aviation Co. carried mails to Leeds.

R. W. Kenworthy taking off in the North Sea Aerial Navigation Company's first civil Kangaroo, G-EAIT, at the ELTA Exhibition, Amsterdam, in August 1919. Note full registration under both sides of tailplane.

Mr. R. Kenworthy at the "E.L.T.A." (Amsterdam) on the Blackburn Kangaroo, where he was busy carrying passengers continuously for six weeks or more. This machine was last week commandeered for Midlands and the North aerial-post work

The England-India Handley-Page's arrival at Calcutta Racecourse, from Allahabad, the last stage of the journey from England. The Viceroy and the Governor of Bengal advancing to receive Generals Salmond and Borton immediately upon the landing of the "H.P."

ENGLAND TO INDIA. - Photograph of the Handley-Page biplane, fitted with two Rolls-Royce engines, which flew from England to India, landing at Delhi on the 12th December, 1918. Its first flight was made from England to Egypt during the War, when it had some interesting experiences. On arrival in Egypt, it took an active part in the final advance of the British Forces in Palestine, one of its feats being the dropping of large bombs on the Headquarters of the Turks. Owing to the rapid advance of the British, it was difficult to establish advanced aerodromes, and as there were no roads it was difficult to bring up the supplies of petrol. On the arrival of the H.P. this machine was successfully employed for taking petrol up to the aerodromes, thus greatly assisting the British machines. On being congratulated on the flight, General Salmond paid a tribute to the Rolls-Royce engines, and, excellent as the machine is, the Rolls-Royce motors undoubtedly were, to a very great extent, responsible for the success of the flight.

DESCENDING BY PARACHUTE FROM AN AEROPLANE. - Miss Sylvia Borden is seen on the left immediately after leaving the Handley Page at 1,000 ft. Note at this first stage of the opening of the "Guardian Angel" parachute, the position, head downwards, of the parachutist. On the right the next stage is seen with the parachute fully inflated and the Handley Page machine travelling away in the near distance

And It Came To Pass. - The following quotation from Ezekiel, Chapter I, seems curiously appropriate to the above picture :# Verse 13: And under the firmament were their wings straight, the one toward the other: every one had two which covered on this side, and every one had two which covered on that side, their bodies." Verse 24: And wnen they went I heard the noise of their wings like the noise of great waters, like the voice of the Almighty, a noise of tumult like the noise of an host: when they stood, they let down their wings."

A TRI-MOTORED CAPRONI HYDRO-TRIPLANE: It has a span of 31 metres, and the useful load is 2 1/2 to 3 tons. It can be fitted with three 300 h.p. Flat or Liberty engines, and the speed is 140 kiloms. per hour.

"NOT A CASE OF BIRDS OF A FEATHER," etc. - The "bird" in the background is a captured German bomber now exhibited sans engine in St. James's Park. The flyer in the foreground is of a much more peaceful character, and hails, we believe, from China.

A REMARKABLE PAIR OF PHOTOGRAPHS: Last week we published some Flight photographs taken at Hounslow Aerodrome, and reference in the text was made as follows: "With the co-operation of Messrs. A. V. Roe, we were able to obtain some fine photographic records from the air of looping - taken from the 'looper' by the 'loopee,' and from a sister Avro accompanying the looper. Two of these photographs are of special interest in that one was taken during a loop, showing the ground appearing below the tail." These unique photographs, which, as must be obvious, were taken simultaneously, but independently, from the two machines, are now, by request, reproduced above.

AT HENDON AERODROME: Racing on Whit Saturday. The two Avros flew evenly together in a remarkable way. The left-hand machine in our photograph, piloted by Mr. G. R. Hicks, won Saturday's race. On the Monday, Maj. Carr, who is flying the other Avro, had a mishap, but without serious consequences

RACING AT THE LONDON AERODROME, HENDON: First heat on Saturday as seen from No. 1 Pylon. High up in the air, Capt. Chamberlayne (final winner), below Capt. Gathergood (21), first in the heat, followed by Lieut. Park (4)

RACING AT THE LONDON AERODROME, HENDON: Start on Saturday of the first heat. Capt. Gathergood first away on an Airco, followed by Lieut. Park on an Avro, Capt. Robertson (Avro) and the winner of the final, Capt. Chamberlayne, on a G.W. Bantam.

AT HOUNSLOW AERODROME: A quick service incident. A visitor and his wife arrived in their car, with only a very short time to spare for getting to Folkestone to dinner. In a few minutes they were en route for their destination, and before dark had returned to the aerodrome

THE OPENING OF THE CENTRAL AIRCRAFT AERODROME AT NORTHOLT ON SATURDAY. - A quartette of the Avros used for passenger flying. "Au revoir" to baby by two passengers taking a flight with Lieut. Castleman, and, on right, Mr. Sykes returning from an exhibition of stunting on an Avro.

"GOING AWAY" BY AEROPLANE. - The wedding of Miss Standen and Mr. Hamilton at Chorley Wood last week, when the bride and bridegroom travelled by aeroplane for their honeymoon to Fowey, Cornwall. In the photograph the Avro is just about to depart.

One of the F.B.5s used by the Royal Naval Air Service, with modified nose and Vickers machine-gun; for the Admiralty the designation was Vickers Type 32. This (machine, which was fitted with a 100 h.p. Gnome monosoupape engine, was affectionately known as the "Gun-bus."

A D.H. 4, one of those constructed by Palladium Autocars, Ltd., of Putney, en route for delivery. Certain of these D.H. 4's by the Palladium Co. are being used in the Peace Conference journeys between Paris and London for conveying Ministers and despatches.

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

THE BRITAIN BELGIUM AERIAL GOODS SERVICE. - Conveying Woollen and Cotton Goods and Foodstuff to our Ally's country, at the request of the Belgian Government. This service has been undertaken by Aircraft Transport and Travel, Ltd. - one of Mr. Holt Thomas' very live companies - with the approval of the Government. A squadron of service D.H. machines with R.A.F. pilots left Hawkinge aerodrome for the Belgian aerodrome outside Ghent, carrying nearly two tons of goods, urgently needed by the Belgian people, but obtainable only at prohibitive prices. It is intended that these first Aerial Goods Services, conducted at an average speed of 100 miles an hour, shall be extended to Anthwerp and Brussels as well as Ghent. Our photograph shows the machines ready to start. The aeroplane nearest the camera is seen loaded with stores.

THE KING AND QUEEN OF BELGIUM'S VISIT TO COLOGNE BY AEROPLANE. - The Queen chatting with her pilot at the Bickendorf Aerodrome, Cologne, on April 28, before leaving. Facing the camera is General Sir W. Robertson, G.C.B., etc.

HENDON FROM ABOVE. - A view of the sheds and enclosures snapped by our photographer from an Airco (de H. 9) machine, the wings of which can be seen in the foreground. Note the machines on the ground in readiness for "flipping."

The Pilot's and the Observer's cockpits on the D.H.9 machine with which on January 3 an altitude record of 30,500 ft. was put up at Martlesham by Capt. Lang, R.A.F., as pilot and Lieut. Blowes as observer, both of whom are inset. At the nose of the machine is seen the Napier "Lion" engine which enabled the height to be attained, whilst the many gauges and instruments installed on the pilot's dash and in the observer's cockpit form in themselves a useful study for the uninitiated.

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

THE AIRCO 4R: This machine, fitted with a 450 h.p. Napier Lion engine, is a development of the machine on which Capt. Gathergood won the Aerial Derby, which flight is officially declared a British Speed Record for a flight in a closed circuit. On this machine Capt. Gathergood, who is shown in the photograph, flew to Amsterdam in 2 hours 10 mins., which is, we believe, the fastest time for this journey. While at Amsterdam Capt. Gathergood won a race in a closed circuit, his speed working out at 145 m.p.h. The Napier Lion is rapidly building up for itself an excellent reputation, having established these fast times. It also has the distinction of having been up to an altitude of nearly six miles in an Airco (De Havilland) machine, as well as a non-stop flight from London to Madrid in 7 3/4 hours.

A Record Breaker: As announced in "Flight" last week, a Napiere engined Airco (DeH.) 9R, piloted by Capt. Gathergood, established a number of British records for speed on November 15, 1919. Our photograph shows the machine used for the flights. Capt. Gathergood, the pilot, is standing in front of the machine

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

A batch of R.E. 8's in the works of the Siddeley-Deasy Motor Car Co., Ltd., where large numbers of these machines have been built in addition to quantities of the B.H.P. type aero engines, known as "Siddeley-Puma." In the alleyway on the right is the partially completed fuselage of a D.H.10A.

LONDON-PARIS AND LONDON-BRUSSELS: The Handley Page firm are now running two continental air services, one to Paris and one to Brussels. In connection with the Paris service Breguet biplanes now alternate with the Handley Pages, the British machines leaving London on Tuesday, Thursday, and Saturday, the French machines on Monday, Wednesday, and Friday. The Paris-London service is in the reverse order. Our photographs show : (5) M. Patin, the pilot of one of the Breguet biplanes. (6) One of the Breguet biplanes alternating with the Handley Pages on the London-Paris service.

Vedrines' 80 h.p. Caudron on the roof of the Galeries Lafayette, after it had been secured at the corner of the roof so as to be visible from the street. Note the sandbag protection against Hun bombers.

THE BOULTON AND PAUL "BOURGES." - Two views taken by the designer of the machine, Mr. J. D. North, during a recent flight from Norwich to Hendon. On the left: Looking aft. On the right: Snap of port "Dragonfly" engine

"Braemar II," the huge Bristol triplane one-time bomber, now converted for passenger-carrying and fcommercial purposes, in flight during the Easter holidays. Photographed from an attendant Bristol two-seater

ON THE STOCKS. - A view of the front portion of the fuselage of the Bristol passenger-carrying triplane. The usual transverse bracing has been modified so as to allow passengers to walk through the whole length of the cabin. There will be seating accommodation for 14 passengers, in addition to the two pilots.

THE BRISTOL PULLMAN: Photo shows one end of the cabin. Owing to lack of space on their stand, the Bristol firm are prevented from showing the actual machine, but a very fine scale model will be on view.

A "BRISTOL" SCOUT, TYPE F, FITTED WITH 315 H.P. COSMOS "MERCURY" ENGINE: During recent tests at Farnborough this machine attained a speed of 143 m.p.h. at 10,000 ft., to which altitude it climbed in 5 mins. 25 secs. A height of 20,000 ft. was reached in 16 mins. 15 secs. It should be mentioned that this performance was attained without military load, the weight being 1,692 lbs.

SOME TAIL PLANE DETAILS OF THE NIEUPORT NIGHTHAWK: 1. An elevator hinge; 2. The elevator crank; 3. One of the rotatable worms of the tail plane trimming gear; 4. The roots of the tail plane. Note the lugs on the front spar which engage with the blocks on the worms shown in 3

The D.H. 3. - A three-seater twin-engine pusher, with two 120 h.p. Beardmore engines. A lack of more powerful engines prevented the production in quantities of this machine, which is really the forerunner of the famous D.H.10a.

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

The D.H. 6. - A school machine, two-seater, dual controls. Has a very low minimum speed, (about 30 m.p.h.), and is not easily stalled. The head resistance is purposely kept high, but by using stream-line wing bracing wires and by cowling in the engine, the speed can be raised to 90 m.p.h., when the machine should be very useful as a moderate priced pleasure plane.

RACING AT THE LONDON AERODROME, HENDON: Start on Saturday of the first heat. Capt. Gathergood first away on an Airco, followed by Lieut. Park on an Avro, Capt. Robertson (Avro) and the winner of the final, Capt. Chamberlayne, on a G.W. Bantam.

Capt. Gathergood on a D.H.6 crossing the line in front of the enclosures in the cross-country handicap at Hendon on Monday. He was, however, disqualified, having passed the wrong side of one of the route flags when starting. Note the Pylone, erected for the first time since the War

RACING AT THE LONDON AERODROME, HENDON: First heat on Saturday as seen from No. 1 Pylon. High up in the air, Capt. Chamberlayne (final winner), below Capt. Gathergood (21), first in the heat, followed by Lieut. Park (4)

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

A batch of R.E. 8's in the works of the Siddeley-Deasy Motor Car Co., Ltd., where large numbers of these machines have been built in addition to quantities of the B.H.P. type aero engines, known as "Siddeley-Puma." In the alleyway on the right is the partially completed fuselage of a D.H.10A.

Side elevations, to a uniform scale, of "Airco." machines 1 to 10 inclusive. The side elevation of D.H. 10A is similar to that of D.H. 10, except that the engines are mounted direct on the bottom plane.

THE TRANSATLANTIC RACE. - Up to the present the Fairey - Rolls-Royce machine is the only seaplane entered in this country. This photograph shows the standard Fairey 3 C type. The machine to be used for the Transatlantic attempt is very similar in general appearance, although differing in various details. The insets show the machine in flight and Mr. Sidney Pickles, the pilot. Capt. A. G. D. West, R.A.F., has been selected as the navigator.

The U.S. Naval Seaplane N.C. 4 arrives at Plymouth, completing the crossing of the Atlantic by the air. The N.C. 4 is to the left in Plymouth Harbour, and taxying is British Seaplane N 4499, flying the British and American flags, on its way to greet the voyagers.

FRONT VIEW OF THE PORTE SUPER-BABY TRIPLANE FLYING BOAT. - This Goliath is fitted with five Rolls-Royce "Eagle 8" engines arranged in two tandem sets and one single "pusher." Two of the rear "pusher" propellers are four-bladed, the centre rear propeller and the two tractor screws in front being two-bladed. The span is 123 ft., length of fuselage 60 ft., height, keel to ring post, 27 ft. 6 in., total weight 23,400 lbs.

Manhandling the Ganymede C3481 at Hendon early in 1919. The photo emphasises the size of the exhaust stacks above the engines, and also shows well the unusual configuration of the tail unit.THE GRAHAME-WHITE DAY BOMBER "GANYMEDE." - This machine is fitted with three Sunbeam "Maori" engines of 270 h.p. each. Near the ground the speed is 105 m.p.h., and at 10,000 ft. 93 m.p.h. The landing speed is about 52 m .p.h. The total weight of the machine loaded is 16,000 lbs., and she has an endurance of nine hours at 10,000 ft. The photograph shows the machine being wheeled out in readiness for a flight.

BELFAST TO FOLKESTONE NON-STOP FLIGHT. - The Rolls-Royce engined Handley Page which made the trip, at Folkestone, with the pilot, Mr. Clifford P. Prodger (left), and one of the passengers, Mr. Bernard IsaacBeardmore-built E8290 at Hendon on 17 May, 1919, after being flown nonstop from Inchinnan in 6 1/2 hours by (inset) Clifford Prodger and Bernard Isaacs.

THE TRANSATLANTIC ATTEMPT. - Three-quarter front view of the Short "Shirl." The machine with which this firm will make the attempt is very similar to the "Shirl," but differs in various details. For instance, the wings will be of greater area than those shown in the photograph. The engine is a Rolls-Royce "Eagle."

The company-funded, single seat Sopwith Scooter was the company's very first monoplane, the aircraft making its debut in June 1918. Purportedly built as an unarmed interim prototype for the Sopwith Swallow fighter, the Scooter actually served as Sopwith Test Pilot, Harry Hawker's personal aircraft. Powered by a 130hp Clerget, the Scooter used a Sopwith Camel fuselage. The sole Scooter never wore a military serial, its first identity being the civil K 135 seen here, later changed to G-EACZ.

Three stages in the evolution of the Sopwith "Tabloid." - The top photograph shows the machine in its original form as a side-by-side two-seater. On the left is a later type, single-seater, in which the chassis struts are slightly more raked, and which has a non-balanced rudder, in front of which is a triangular fin. On the right the Sopwith "Tabloid" in which the late Mr. H. Barnwell flew In the aerial Derby. This machine had a Vee-type undercarriage.

F.B.16D - known to Barnwell as 'Pot Belly', and the favourite hack of the British ace McCudden; in the centre of the spinner the exit hole for bullets from the engine-mounted machine-gun can be seen. The engine is a 150 h.p. Hispano-Suiza

An interesting souvenir of the Atlantic flight: Filling the petrol tanks of Capt. Sir John Alcock's Vickers-Vimy aeroplane with Shell spirit, in readiness for the now historic flight across the Atlantic. As will be seen, the photograph is autographed by Capt. Alcock.

THE FLIGHT TO AUSTRALIA. - As announced in "Flight" last week, the Vickers-Vimy-Rolls left Hounslow on November 11 on its long journey. Our photograph shows the pilots, mechanics, representatives of the Royal Aero Club, and a few members of the staff of Messrs. Vickers, Ltd., standing in front of the machine. Inset: The machine starting.

VICKERS IN HOLLAND: Two views of the Vickers stand at the E.L.T.A. show at Amsterdam. On the left a general view of the stand, showing the Vickers-"Vimy," and on the right the front portion of the fuselage of a Vickers-Vimy commercial.

A FRENCH REPRESENTATIVE: The Breguet biplane, which arrived at Amsterdam by air. The machine, which has a 450 h.p. Renault engine, was piloted by the well-known pilot Roget, who had with him as passengers Lieut. Labouchere and a mechanic

The Fokker Stand: On the left may be seen the port wing of a parasol monoplane, while in the centre is a sporting two-seater, shown with the port wings folded for transport. In the background, on the right, is a Fokker two-seater biplane, similar to the German Fokker type D.VII.

THE DIMINUTIVE BIPLANE RECENTLY CONSTRUCTED AT THE PAALSON FACTORY IN SWEDEN: It weighs 700 lb., and carries 400 lbs. at 80 m.p.h. with a 50 h.p. Thulin-Gnome engine. Note the strutting and the peculiar "gadget" above the body#presumably a sort of hand-grip for picking up the machine and carrying it home!

The great American Curtiss flying boat, which has a capacity for carrying fifty passengers, and which was designed as a submarine chaser, on the slip-ways, ready to start. It is stated this machine has a carrying capacity of about six tons, a wing spread of 70 feet, contains three motors, and can carry sufficient fuel for a 13-hour trip. Its speed is 80 miles per hour, and it can attain a height of 2,000 feet in 10 minutes. Its crew consists of five men, two of whom are pilots. It is the intention of the owners to attempt a flight across the ocean with this machine.

The U.S. Naval Seaplane N.C. 4 arrives at Plymouth, completing the crossing of the Atlantic by the air. The N.C. 4 is to the left in Plymouth Harbour, and taxying is British Seaplane N 4499, flying the British and American flags, on its way to greet the voyagers.

Captain Sundstedt's seaplane as seen from behind, upon which he contemplates making a try for the Trans-Atlantic #10,000 flight prize of the Daily Mail. The wings of the 'plane measure 100 ft. It is equipped with two 400 h.p. Liberty motors, and is capable of a speed of 80 miles an hour. The cabin, which is completely enclosed, will hold four passengers. The two tons of petrol needed for the flight will be carried in the tank in the huge tail of the machine. The 'plane, without its passengers or fuel, weighs 10,000 lbs. Captain Sundstedt will fly from Bayonne (N-J.) to St. John's, Newfoundland, and from there attempt the flight across the Atlantic. He hopes to make the journey in 22 hours. The distance between Newfoundland and Ireland is about 1,800 miles.

One of the first giant bombing 'planes built for Italy by the S.I.A. Co., of Turin, in the early part of 1916. It had two 700 h.p. Fiat engines mounted in the forward portions of the twin fuselages. The central nacelle carried pilot, observers and bombs, the useful load being 3 tons. Span, 108 ft.; chord, 11 ft. 6 ins.; overall length, 57 ft.; and weight, empty, 5 1/2 tons

Two views of the French S.E.A. two-seater biplane, which has a speed of 129 m.p.h. at 6,500 ft., and climbs to 17,000 ft. in 21 mins. It is fitted with a 390 h.p. Lorraine-Dietrich engine, and has a span of 39 ft. 5 ins., an area of 404 sq. ft., and a loading of 8-4 lbs./sq. ft.

THE SPAD-HERBEMONT TWO-SEATER MONOCOQUE: A Military biplane, 300 h.p. Hispano-Suiza, on which the French pilot, Sadi Lecointe, made a record altitude (solo) flight of 89,200 ft. He also beat the speed record (with passenger) with a speed of 142.8 m.p.h.

SCHNEIDER CUP: The Spad at anchor. This machine looks very business-like, and should have put up a good performance but for a leaky float. The top plane is swept back, and is of shorter span than the bottom one.

A Lowe, Willard and Fowler DH-4B postal conversion with two 200 h.p. Hall-Scott L-6 engines. Others had 150 h.p. Hispano-Suizas.An American de Havilland converted from a single to a multi-engined machine. The engines are two six-cylindered Libertys, one of which is capable of maintaining the machine in flight. It is being used, in conjunction with the Martin "bombers" for mail-carrying, and is said to be nice and easy on the controls.

The above photograph, which looks like a tunnel of an underground railway, is really the inside of the fuselage of the big Tarrant flying machine. As will be seen it has an arrangement of circular wooden girders with the longerons passing through each. It is long enough to accommodate a full-size cricket pitch, and is expected to be flying with its engines of 3,000 h.p. in another two or three weeks. With this machine it is claimed it will be easily possible to fly from London to Bombay with but a single stop on route. Another fuselage almost twice the size of this is being designed, and will accommodate about 100 passengers.

THE LONDON-PARIS AIR SERVICE: (1) Mr. M. D. Manton discussing matters with Capt. Baylis as the latter is leaving for Paris on a de H. (Airco) 4A. (2) Lieut. Eric Lawford has just arrived with the mail from Paris in a de H. (Airco) 4A. (3) The Airco 4A just before leaving for Paris.

FIRST INTERNATIONAL AERIAL MAIL: This week marks a milestone in aviation, inasmuch as the commencement ot official international mail-carrying was inaugurated. Our photographs show the Paris mails being loaded into an Airco 4A, and the Government pennant, bearing the legend, "Royal Mail," being fixed to the rudder of the machine

No. 17. - The Sopwith Biplane, 320 h.p. A.B.C. Dragonfly, which was to have been flown by Mr. H. G. Hawker. The authorities, however, refused to give permission for the machine to take part, the reason given, we believe, being that the engine was Government property. This attitude on the part of the Government naturally caused very keen disappointment.

A view from in front of the centre of the Farman Paris-England Service Aeroplane, showing the engines and passengers' cabin. There are two engines of 250 h.p. each, giving the machine a speed of 110 m.p.h.

The big Farman Paris-England Service Aeroplane, with enclosed passenger cabin. Side view of the monster showing passengers' cabin in front. The machine has a span of 92 feet, and can lift three tons. The machine can climb 1,500 ft. in 4 mins., 3,000 ft. m 10 mins., and 6,000 ft. in 28 mins.

TWO VIEWS OF THE C.A.C. SCHOOL MACHINE. - Inset is the machine in flight. In the bottom photograph Mr. Sykes is in the pilot's seat, while standing against the machine is Mr. "Tony " Fletcher, the designer.

Nurse McMaugh, at the Central Aircraft Co.'s aerodrome at Northolt, where she is taking her ticket, goes up with Mr. Sykes, O.B.E., for a spin. An Australian pupil at the school wishing her a good trip. Inset: A snap of the above pair in the air, taken from a sister Central Aircraft 'bus.

"TICKETS" AT NORTHOLT: The Central Aircraft Co. are busy out Northolt way giving passenger flights and doing school work. Our photograph shows two pupils who have just obtained their Royal Aero Club certificates. On the left is Mr. Tanner, whose actual flying time was 3 hours 15 mins., and on the right, Mr. Pool, who got his "ticket" after 3 1/2 hours in the air. Mr. Herbert Sykes, O.B.E., who is chief instructor, is seen between his two latest pupils. The machine used is the C.A. Co.'s "Centaur 4," with Anzani engine. As each pupil is allowed 10 hours' flying, Messrs. Tanner and Pool are looking forward to nearly 7 hours' flying before leaving the school

SOME CONSTRUCTIONAL DETAILS OF THE CENTRAL AIRCRAFT CO.'S 9-SEATER: 1. The hinged interplane strut attachment. 2. Access to the two front seats is by means of steps secured to a tube which is drawn up during flight. The three steps then rest in slots in the floor of the fuselage. 3. The spar joints are of the binge type as the wings are made to fold back. Access to the joint in the front spars is by means of the easily removable section of the leading edge shown on the right-hand side of the sketch. 4. The attachment of the undercarriage struts to the bottom spar

New Avro Type: The annexed photograph shows the fuselage of an Avro Baby, fitted with floats. This machine, which was fully described in "Flight" of June 26, 1919, flies extraordinarily well as a land machine, and although the extra weight of the floats may reduce the speed and climb somewhat, the Baby should still have quite a good performance as a seaplane.

THE AVRO BABY. - Some constructional details and a key sketch indicating the location of the details. In the key sketch the struts of the undercarriage are shown without the streamline fairing. The detail sketches, B and C show attachment of rear and front spars to fuselage, while A is a sketch of the neat standard Avro fuselage socket and wiring lugs

RACING AT THE LONDON AERODROME, HENDON: Start on Saturday of the first heat. Capt. Gathergood first away on an Airco, followed by Lieut. Park on an Avro, Capt. Robertson (Avro) and the winner of the final, Capt. Chamberlayne, on a G.W. Bantam.

RACING AT THE LONDON AERODROME, HENDON: First heat on Saturday as seen from No. 1 Pylon. High up in the air, Capt. Chamberlayne (final winner), below Capt. Gathergood (21), first in the heat, followed by Lieut. Park (4)

SOME CONSTRUCTIONAL DETAILS OF THE GRAHAME-WHITE SPORTING MODEL. - 1. The spar box and lug for attachment of interplane strut. 2. The wiring plate and socket for tubular compression strut of internal bracing. 2 is secured to 1 by two horizontal bolts. Fig. 3 is an external view of the attachment to the bottom front spar of the interplane struts. The controls are shown in Fig. 4, details of which are indicated in Fig. 5. Fig. 6 shows the fuselage clip. Details of the undercarriage are shown in Figs. 7 and 8.

THE TRANSATLANTIC RACE. - Three-quarter rear view of the Sopwith-Rolls-Royce machine, the "Atlantic." The detachable boat, which forms the turtle back of the rear portion of the fuselage, is clearly shown. The windmill projecting through the port side of the fuselage drives the generator for the wireless set. When not in use, it can be swung inboard. Being driven by a windmill the generator can be worked when the engine is stopped, as during a glide.This view of the Atlantic (obviously taken on the same occasion as those for which numbers are quoted) shows the retractable wind-driven generator; and, such is the lighting, the cowling louvres are more than usually obvious.

THE RAILWAY HOLD-UP AND MAILS BY AEROPLANE: Post Office officials and the despatch and receipt of mails at Hounslow. 4 . A "B.A.T." arrived from Manchester in 1 1/2 hours, piloted by Turner. Another carried mails to Newcastle, piloted by Duke.

Loading up the B.A.T. commercial aeroplane at Hounslow for its recent emergency flight to Amsterdam, when it carried over 600 lbs. of freightage, including a consignment of Emaillite, urgently wanted by the Dutch Government, and ordered through Messrs. Tashe, the Emaillite representatives in Holland. Note the Customs officer in attendance to seal up the doors

THE B.A.T. FOUR-SEATER BIPLANE. - The original landing chassis, showing on the left the shock-absorbing gear, and on the right, the hinged stub axles and hub at the top, and below, a general view of the chassis.

SOME CONSTRUCTIONAL DETAILS OF THE B.A.T. FOUR-SEATER BIPLANE. - On the left is the top plane attachment to the centre section, which i s similar to those on the lower plane. In the centre is a sketcn of the steerable tall skid, and on the right is the strong but simple elevator crank

The B. & P. P.8: View of the controls. The levers on the left are engine controls, while the large wheel just in front of them is for raising and lowering the radiator. The central wheel is the control wheel, which, by a very ingenious device, can be turned into an ordinary steering wheel, the aileron and elevator controls then being locked in position. The wheel on the right is for trimming the tail plane.

THE BOULTON AND PAUL TRANSATLANTIC MACHINE. - Two 450-h.p. "Napier-Lions" are fitted. Picture shows machine in original form as a passenger 'bus. For this flight the petror tanks will be fitted in the cabin space

The Martinsyde plane, "Raymor," at St. John's, Newfoundland, in which Capt. W. Morgan, R.N., R.A.F., is attempting a Transatlantic flight. Capt. Morgan is seated in his machine ready for a trial flight

THE AUSTRALIAN FLIGHT: On the left, the start from Hounslow of the Martinsyde 'plane on December 4. "Goodbye-ee!" At top: Mr. Nesbit of the Martinsyde firm wishes good luck to Capt. C. E. Howell on his journey. On the right: The Martinsyde 'plane gets away at 9.35 a.m.

Weatherbound: The Alliance-Napier machine entered for the flight to Australia has had to stand by owing to unsettled weather conditions. As soon as conditions improve, a start will be made. Our photograph shows on the left, Lieut. R. Douglas, M.C., D.C.M., the pilot of the machine; on the right, Lieut. Ross, the navigator; and, in the centre, Mr. J. A. Peters, the designer of the Alliance machine. The photograph gives a good idea of the cabin arrangement

ANOTHER PHOTOGRAPH OF THE ALLIANCE-NAPIER BIPLANE: Last week we published a photograph of this machine, which has a speed of 140 m.p.h. and a range of 3,000 miles. It is fitted with a Napier Aero engine. In front of the machine are seen some of the people who have helped to build it

THE SIDDELEY "SISKIN." - A couple of snaps taken recently. This machine possesses several unusual features. Thus the undercarriage is of the Oleo type. The top plane is slightly larger than the lower one, and the inter-plane struts are raked. The engine is a 340 h.p. A.B.C. "Dragonfly."

"VICKERS-VIMY COMMERCIAL" AEROPLANES FOR CHINA: One of 100 of these machines ordered from Messrs. Vickers, Ltd., by the Chinese Government, to be used for commercial aeroplane services in China. The speed of the machine is 100 m.p.h., and it has a carrying capacity of 16 passengers and one pilot, or 1 1/2 tons of mails or goods, with an endurance of 5 hours. Our photograph shows one of these machines at the E.L.T. A. aerodrome at Amsterdam. Inset shows the machine in flight

A VISITOR TO HENDON. - The Vickers Vimy-Commercial machine fitted with two Rolls-Royce engines. This machine has a most luxuriously equipped cabin for passengers, enclosed in a monocoque body. In front, in bowler hat, immediately below the port engine nacelle, may be seen Mr. Louis Noel, who was one of the visitors to Hendon during the week end.

VICKERS IN HOLLAND: Two views of the Vickers stand at the E.L.T.A. show at Amsterdam. On the left a general view of the stand, showing the Vickers-"Vimy," and on the right the front portion of the fuselage of a Vickers-Vimy commercial.

THE VICKERS "VIMY-COMMERCIAL" BIPLANE: Two views of the interior of the "luxurious" cabin. On the left, looking forward, and on the right, looking aft. It should be noted, that it is not quite finished, and several fittings have to be added.

SIDE VIEW OF THE NEW AIRCO (DE HAVILLAND) PASSENGER CARRIER. - As the illustration shows, there is seating accommodation in the cabin for four passengers. The engine is a 350 h.p. Rolls-Royce, and with full complement of passengers the machine has a speed of 126 m.p.h. Mr. M. D. Manton is seen in the pilot's seat

THE AIRCO 16: This photograph shows the cabin of the standard machine which has been used extensively on the London-Paris air service. The Show machine is similar, except for the engine, which is a 450 h.p. Napier Lion

THE LONDON-PARIS AIR SERVICE: Start of the service for Paris from Hounslow Aerodrome on August 25. The Airco machine embarking its passengers, and on the right the first Airco machine just leaving for the journey. Below Gen. F H. Sykes and Gen. Festing, who were present at the inauguration of the service.

THE LONDON-PARIS AIR SERVICE: (1) A de H. (Airco) 16 arrives from Paris, carrying, among others, Miss Edie Thomas, the American concert singer. (2) Lieut. H. Shaw descending from his Airco 16 after piloting a load of passengers safely across from Paris. (3) One of the Airco 16 machines used on the London-Paris service.

THE WESTLAND LIMOUSINE: 1 and 2, A couple of snaps through one of the starboard windows. 3, The cabin is entered through a door in the side as comfortably as on a motor car. 4, Three-quarter rear view of the Westland limousine. 5, Three-quarter front view of the Westland limousine

The Fokker Stand: On the left may be seen the port wing of a parasol monoplane, while in the centre is a sporting two-seater, shown with the port wings folded for transport. In the background, on the right, is a Fokker two-seater biplane, similar to the German Fokker type D.VII.

ABOVE THE STARTING POINT FOR THE SCHNEIDER CUP: Bournemouth pier snapped from a Supermarine flying-boat on the morning of the race. To the right of the pier, sitting on the beach, may be seen the Fairey biplane. At one o'clock the public were carried off the pier, and then re-admitted upon payment of a special fee.

The Edmond de Marcay single-seater biplane, which, piloted by Lieut. Lebeau, at Villacoublay, attained speeds of 156 m.p.h. level, 147 m.p.h. at 10,000 ft., and 129 m.p.h. at 20,000 ft. It is fitted with a 300 h.p Hispano-Suiza engine, and has a span of 30 ft. 4 ins., overall length of 21 ft. 4 ins., and a useful load of 745 lbs. Its factor of safety is 14.

THE LATEST PRODUCTION FROM THE PIONEER HOUSE OF BLERIOT: The four-engined 28-passenger "Aerobus," which has recently passed its first tests. It has a total horse-power of 1,000, and a speed of 90 m.p.h.

THE JUNKERS (GERMAN) TOURING MONOPLANE: Three-quarter front view. This machine, which is built of metal throughout, is of the "wireless" type, having no external lift bracing. The wings are built up of tubes and covered with corrugated aluminium sheet, as is also the fuselage. On September 13 last this machine is said to have reached an altitude of 6,750 metres (about 22,200 ft.) with eight people on board. The engine is a 185 h.p. B.M.W. ("Bavarian Motor Works").The pilot sits in front of the cabin, immediately behind the engine

An Interesting French Parasol Monoplane: Although the Parasol type of monoplane had a comparatively short vogue during the War, the type has many advantages, and it is more than probable that it will be revived for civilian flying. Our photograph shows the French Gourdon-Leseurre, fitted with 180 h.p. Hispano-Sujza engine. It will be noted that the wing bracing is unusual, struts being employed instead of the usual lift wires. This obviates the necessity for anti-lift wires above the wing. The speed of this machine is said to be 260 kilometres per hour (about 135 m.p.h.)

THE NEW HANDLEY PAGE W.8 BIPLANE: For some considerable time there have been rumours of a new type of H.P. which was going to surpass anything hitherto seen in the way of luxury and comfort. The machine is now an accomplished fact, as will be seen from our photograph, and for once rumour has not been far from the truth. The new H.P., which is fitted with two 450 h.p. Napier Lions, is smaller and faster than the War types, and has a magnificent saloon cabin seating from 15 to 20 passengers. A feature of this is that there is no transverse cross bracing, so that the passengers have ample room to move about, while, if the machine be used for the carrying of cargo, the space available is 470 cub. ft. The machine has a maximum speed of 112 m.p.h., and a cruising speed of 90 m.p.h., while the landing speed is as low as 45 m.p.h. After a short test flight of only 20 minutes' duration, the machine was flown to Paris in 2 hours 10 minutes.

THE SPAD-HERBEMONT, TYPE S. 27, THREE-SEATER MONOCOQUE LIMOUSINE: It is fitted with a 300 h.p. Hispano-Suiza, and has a span of 32 ft., an overall length of 24 ft., and weighs, fully loaded, 2,772 lbs. It has a speed range of 65-143 m.p.h.

Sopwith 2F.l Camels on the flying-off deck of HMS Furious in 1918.AT THE WAR IN THE AIR EXHIBITION. - "All lined up and somewhere to go." "Off we go to strafe the Zepps." The machines are lined up on the deck of H.M.S. "Furious," ready to fly to the sheds at Tondern, in Schleswig-Holstein where the Zepps. had a lair. But the bombs found their target and Germany moaned the low of her much-prized "Gas-bags," one loaded shed being destroyed and others damaged.

LEFT, THE AEROPLANE IN POSITION. - This picture shows how the aeroplane is attached to the airship. AND ON RIGHT, DROPPING OFF. - The aeroplane released from the airship.Sopwith 2F Camel, serial no N6814, of No 212 Squadron, RAF, slung from beneath R 23 at Pulham. The second Camel used in these trials was serial no 6622 and came from the same squadron. While the first release from R 23 involved an unmanned Camel with locked controls, at least one 'live' release was made, with Lt R.E.Keys landing the Camel back at Pulham.

Caproni Triplane. - A close-up view of the cabin. This extends from the bottom to tne middle plane, and the passengers are enclosed, while the pilot is situated in a smaller cockpit on top of the cabin.

A CAPRONI PASSENGER TRIPLANE: This machine appears to be a peace-time development of the type CA 4 described in "Flight" of June 19, 1919. The two tractor engines are mounted in the nose of the twin fuselages, while the pusher engine is placed high in the stern of the central nacelle.

LONDON-PARIS AND LONDON-BRUSSELS: The Handley Page firm are now running two continental air services, one to Paris and one to Brussels. In connection with the Paris service Breguet biplanes now alternate with the Handley Pages, the British machines leaving London on Tuesday, Thursday, and Saturday, the French machines on Monday, Wednesday, and Friday. The Paris-London service is in the reverse order. Our photographs show : (1) Passengers in the nose of the Handley Page which opened the London-Brussels air service on Wednesday of last week, piloted by Capt. Shakespear.

CRICKLEWOOD-BOURNEMOUTH BY AIR: Last week end the public air-service between Cricklewood and Bournemouth by Handley Page aeroplane was inaugurated, when "Flight" representative joined in the initial journey. The above photographs show - (1) One of the H.P. service machines with propellers ticking over and the passengers. Left to right, "Flight" representative, Lieut. Walker (the pilot), Mr. H. Ashling (Bournemouth Town Clerk), Ex-Mayor Alderman Robson, Mr. Bishop, Mayor of Bournemouth, and the Cricklewood Aerodrome representative. (2) The H.P. starting on its first journey to Bournemouth. 3. In the nose of the H.P., "Flight" photographer, Pilot Lieut. Walker and Mr. Ashling. (4) The Ex-Mayor of Bournemouth, Alderman Robson, and Mayor Mr. E. E . Bishop, in their seats ready for the start

THE RAILWAY HOLD-UP AND MAILS BY AEROPLANE: Post Office officials and the despatch and receipt of mails at Hounslow. 1. The Handley Page had a busy time. Two, fully loaded with passengers, set out for Paris. Our snap shows various members of the American Express Co. about to go aboard. Later a mail 'plane, loaded with 2,185 lbs. of mail, 250 lbs. of baggage, pilot and the mechanic, left for Brussels.